Internal-combustion engine.



L BIBLAKELY. 'lNTERNAL coMBusoNiENGlNE. APPLICATION FILED SEPT. 11, 191@A @www l v, L IM Um.: ma

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EDWARD B. BLAKELY, or CHICAGO, ILLINOIS, assrenon, :BY MESNE ASSIGNMENTS, 'ro

B. M. HVID COMPANY,

OF CHICAGO, ILLINOIS, A CORPORATION OF MICHIGAN.

INTERNAL-COMBSTIQN ENGINE.

Specification of Letters Eatent.

Patented Nov. 6, 191?.

Application filed September 11, 1916. Serial No. 119,375.

To all whom t may concern:

Be it known that I, EDWARD B.l BLAKELY, a citizen of thel United States, Chicago, in the county of Cook and State of Illinois,have invented certain new and u seful Improvements in Internal-Combustion Engines, of which the following is a speci'- ication.

This invention is in the nature of an improvement upon the constructions disclosed in Patents Nos. 1,134,857 and 1,1%,858 granted April 6,1915,upon applications filed by It` M. Hvid. In engines of the Hvid type initial combustion takes place within aconfinedv space or chamber, which space 1s 1n communication with the compression space of the engine by means of relatively small apertures. It has been found in practice that the size of the communicating apertures bears a definite relation to the degree of compressiorn'the. amount of fuel supplied for each charge, the number of revolutions per minute, ete. It will be understood that in this type of engines the charge is inhaled on the suction stroke of the cycle in a liquid condition. 'A certain small percentage of the charge consists of lighter and more volatile hydro-carbone and this percentage,un der the influence of the heat of the walls which outline the confined space, is vaporized and mixed with the proper amount of air admitted simultaneously with the charge, to

A. form a highly combustible fractional charge.

At 0r about the point of greatest compression the heat developed thereby is sufficient to ignite'4 the confined space and thereby to highly heat the remainder of the charge andl conse quently enormously increase the pressure within the confined space. This causes the forcible ejection of the main charge, due to the small size of the escape openings an the high pressure, the charge is atomized in Y a burning condition piston where further expansion and work is done.

It will be seen, therefore, .that there is a denite ratio between the amount of fuel composing each charge communicating apertures; this forvthe reason Vthat as the amount of the chargel decreases, the escape openings must be smaller in' order to enforce the development of a sufficiently high pressure to cause the ejection of the charge in an atomized condition.

into the space above the takes place residing atfractional charge within the and the size of the Y However, a point is reached in the Smaller sizes where the escape openings become so small that the highly compressed air from the cylinder compression space cannot pass into the confined space within the allowed time interval. This causes late firing and general inefficiency. Thediiiiculty is acves centuated because of the higherspeed at which the smaller sizes are operated.

To overcome the dificulty described, I have provided a check valve between the confined Space and compression space, by means of which the highly compressed air is freely admitted to the confined Space, but cannot escape therefrom except through the small apertures.

In the accompanying drawing Figure 1 is a fragmental sectional view of an engine embodying the features of my invention. Fig. 2 is a sectional detail view of the improved fuel cup.

The general construction of the engine may be of any suitable character. Herein I have illustrated an engine generally similar to the one Shown in said Patent No. 1,134,- 857. A is thecylinder; B is the piston; 6 is an air inlet passage leading te the atmosphere and controlled by a valve 10; and 14 is an oil supply duct controlled at its receiving end by a valve 1T and at its outlet end by the valve 10.

The fuel cup a which receives a charge 0f oil from the duct lil is provided in its lower portion with a suitable number of oiliejection openings b, the number and size of said openingsA being Suiiicient lto permit the prompt ejection of the oil in a suiiciently atomized State.y To permit compressed air or residual gases to enter combustion space of the engine cylinder I provide the cup with one or more air inlet ports c, said ports being of such number or size that when the piston makes its compression stroke the pressure in the cup rises apn proximately as fast as in the combustion space. Each of the ports c is provided with a check valve d, preferably of the ball type, -to prevent pressure in the cup from escaping through the ports c;

'During the suctionstroke of the piston the valve 10 is opened momentarily to admit a quantity of oil to the cup a; At the same time, asmall quantity of air is drawn in through the passage '6, which air mixes with the vapor of such' of the constituents the cup a from the Ill@ of the oil as may be Volatilized by the heat of the cup. t

. During the ensuing compression stroke of the piston, the air in the engine cylinder' and the air and vapor in the cup a are compressed, theuvalves d allowing air to flow from the combustion space and into the cupa As hereinbefore stated, the size or number of the ports c is such that the pressure rise Within the cup follows very closely the preos'ure rise. Within the combustion space. By the time the piston has completed its com; pression stroke, the pressure in the cup has risen to such a point that rapid combustion of a minute quantity of-oil or vapor occurs inthe cup, With a consequent' rapid rise of pressure Within the Cup. As the check valves d prevent the gases Within the cup from escaping through the ports c, the oil in the cup is forced out through the atomizing openings o, such ejection of the oil into the combustion space taking place at approximately the moment of maximum compres sion in the cylinder. The atomized oil is ignited, apparently, by the burning gases issuing from the cup.

It will be seen that the relatively large passages c enable the pressure within the cup to rise so promptly and to such a point that the oil is forced from. the cup at the )ro er time. namelv at the end o' the com? pression stroke, instead of at a later time, as in prior constructions.

l claim as roy invention:

l. En engine of the type in'ivliicii. ignitien ci" the chai is the asfissia compression, the combination of a cup Within which initial combustion takes place, said cup having valved inlet openings for fuel and air and communicating with the com-40 pression space by an aperture of' such restricted size as to prevent the instantaneous equalization of pressure 1n the two spaces,

one end ot said. cupv projecting into the compression space of the cylinder'wherebyV the 45 point of repose for injected fuel is in the hottest zone of the cylinder, and a check valve for permitting the entrance of compression at a point removed from the aper ture of restricted size, substantially as described. y

2. ln an engine of the type 1n which ignivtionof the charge is effected by the heat of compression, a relatively small container lo;

cated in the compression space of the cylinder, valve-controlled means for supplying fuel and a small quantity of air to said container7 said container being in communicau tion with the compression. space at the firing point in the cycle, the communicating apermoved from the lower end of the container,

said valve operating to permit the ready ltransll-n of pressure to the container and restrain the transfer of pressure in an opposite direction5 substantially as described.

in testimony whereof, I have hereunto set my hand.' y, EDWARD B. BLAKELY. 

